The MyRoad 700i represents a milestone for Kymco. Its 699.5cc parallel-Twin engine is larger than anything the Taiwanese company has ever mounted in a two-wheeler, 200cc bigger than the Xciting 500i. The MyRoad also boasts three-way electronically adjustable suspension, radial-mount brakes and passenger footpegs that flip out to deploy in James Bond style. Hop aboard, Ms. Moneypenny.

The MyRoad faces stiff competition swimming in the deep end with market leaders such as Suzuki’s Burgman and BMW’s C650 – both of which represent the crème de la crème of big-bore scooter style and performance. But with 14 models of varying engine displacements (50, 110, 125, 150, 200, 300 and 500cc), Kymco’s no stranger to scootering.

Pile on Kymco’s 13 ATV and 11 side-by-side models (eight of which own 700cc engines) and it becomes obvious that Kymco’s not afraid of taking the fight to its more established rivals. This begs the question of when will Kymco produce and export to the U.S. a proper motorcycle? Proper being the operative word, which discludes the Quannon 150 imported here a few years ago.

For now, though, Kymco’s confining its U.S.-bound two-wheelers to those of the scooter variety, the new MyRoad 700i being the flagship scoot. Our job: To determine if the MyRoad sinks or swims.

Unlike its contemporaries, the windscreen does not adjust electronically nor manually, but it, in combination with the fairing, supplies more than adequate protection without any excessive wind buffeting. The MyRoad is a good looking scooter except for those cartoonish mirrors, and available in any color you want as long as it’s white.

Initial impressions of the MyRoad are of it being an attractive scoot with a distinctively modern visage from its trio of headlights up front to its sleek bodywork ending with an integrated taillight/blinker assembly. There’s 50 liters of underseat storage capacity (enough to fit two full-face helmets) and a luggage rack rated with a carrying weight of 11 pounds. So far, so good.

The first thing anyone sitting on the MyRoad will notice is the compactness of the rider triangle and generous width of the seat. The seat’s backrest doesn’t allow enough rearward movement, making you feel as though you’re tyrannosaurus-rexing the handlebars. There’s also insufficient legroom for taller riders. Both front and rear brake levers are adjustable, but we had them at the closest setting leaving the remaining three settings for people with giganto hand syndrome.

All the information’s there, even the unnecessary tachometer, but a simple task like resetting the trip meter requires pushing two buttons simultaneously. Yes, we’re nitpicking, but only because it took us a while to figure out what should be a no-brainer. In the age of Apple, we expect intuitive design.

Gauge cluster arrangement includes an analog speedo and tach separated by a small digital display – informative but nothing fancy. The ignition switch is multi-functional, as it opens the fuel lid and unlocks the seat, but the operation is somewhat complicated. On the left side of the dash is a small, unlockable storage compartment, while above the rider’s right foot resides the parking brake that requires an exceptionally hefty tug to release.

The two most annoying aspects of the cockpit are the fugly, misshapen mirrors and a blinker module that emits a click-clack audible two turns into the future.

The lever the hand model has his finger on deploys the passenger footpegs. Like adjusting the trip meter, the ignition switch is more overly complicated than it should be when it comes to unlocking the seat or opening the gas cap.

The fuel-injected, DOHC, liquid-cooled parallel-Twin fires easily and settles in to an audible, vibey idle. “The engine’s a little sluggish off the line and annoyingly buzzy at freeway speeds,” says Associate Editor, Evans Brasfield. To which Scooter Boy Editor, Troy Siahaan adds, “I expected more power from the 700, it feels like it lags a bit finding the right transmission ratio, say, when trying to overtake another vehicle.”

Despite the disappointing performance of the MyRoad’s suspension components, it remains a good handling scooter. The only thing restricting its cornering ability is limited clearance by way of centerstand and exhaust can.

“I was looking forward to experiencing the joys of electronically adjustable suspension on the Kymco but was mostly frustrated with it,” says Chief Scooterist, Kevin Duke. “It was surprisingly harsh on its softest setting, so there was no reason to adjust it firmer. After reducing rear shock preload to the lowest setting, overall suspension compliance improved. However, the front end still displays a harshness I’d blame on excess high-speed compression damping.”

+ Highs

Surprisingly sharp handling

ABS and radial-mount brakes with steel braided lines

Weather protection

- Sighs

Suspension damping needs better calibration

Electronic suspension adjustments are ineffective

Compact rider triangle

The MyRoad’s braking system has unusually high specifications for a scooter. It boasts dual four-piston radial-mount front calipers and a two-piston rear caliper, both with steel braided brake lines and featuring standard ABS. Braking power, while not mind blowing, is ample for a 600+ pound scooter, with a firm lever but a soft bite. Toothier brake pads could prove to be a performance gain considering the high-end components.

Under-seat storage fits two full-face helmets, but only just. A nice touch is the trunk light and power outlet.

Carrying a retail price of $9699 keeps the MyRoad at the lower end of competing MSRPs (Honda Silverwing $9270, BMW C650GT, $9990, Suzuki Burgman $10,999) but is it enough to sway a scooter shopper away from the better-known name-brands? We’re in the process of determining where the MyRoad stacks up against these other scoots and will soon be bringing you the results.

Until then, Duke best sums up Kymco’s 700i saying, “The MyRoad is a solid effort in this segment, but it’s relatively unrefined next to its challengers. Another six months of R&D – improving mirrors, turnsignal-indicator noise and engine vibration – would’ve been time well spent.”

Yep, kinda forgot about that one (and I’ve ridden it!). But the Venox, like the Quannon, is no longer imported. And, while a 250cc bike does technically fit the “proper motorcycle” size, I was referring to a motorcycle of 500cc or specifically 700cc. Kymco has scooters in those sizes, but no motorcycles.

glorybe2

This scooter is way too heavy.

Joe Black

I don’t know of one single scooter owner that
would pop 10K for the Kymco and that includes me . Especially since I can buy 3
really nice low mileage 650 Burgmans for the same price . Despite the 650
Burgman’s CVT problems I would still take the Burgman over any thing else that’s
out there . Honda is still building the same old same old Silverwing , despite
it’s falling sales and very old out dated design . The BMW , is what a Kymco
with a BMW badge ? The Tmax is no longer even available in the states . It looks
as though the American scooter enthusiast will have to wait a bit longer for any
thing better that the 650 Burgman , which like I said above is still king of the
road .